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East Belknap- Street Bridge> Texas Historic Recording Project II TRINITY RIVER BRIDGE HAER No. TX-88 -(East Belknap- Street Bridge> Texas Historic Recording Project II Spanning the Trinity River at E. Belknap St. (U.S. Hwy. 377) Fort Worth Tarrant County TEX Texas PHOTOGRAPHS WRITTEN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD National Park Service U.S. Department of the Interior 1849 C St. NW Washington, DC 20240 TEX HISTORIC AMERICAN ENGINEERING RECORD TRINITY RIVER BRIDGE HAERNo.TX-88 (East Belknap Street Bridge) Location: Spanning the West Fork of the Trinity River at U.S. 377, Fort Worth, Tarrant County, Texas UTM: West 14/658020/3626580 East 14/658200/3626683 USGS Quad: Haltom City, Tex. Date of Construction: 1932 Designer: George G. Wickline, Texas Highway Department Builder/Contractor: Buckner Brothers, Cleburne, Texas Present Owner: Texas Department of Transportation Present Use: Roadway bridge Significance: This structure, which exhibits several unique design elements, is one of only four known examples of a reinforced concrete cantilever span bridge constructed by the Texas Highway Department. Along with the nearby Belknap Street Viaduct, it represents a notable introduction to Fort Worth for motorists entering the city from the northeast on U.S. 377. Historian: Robert W. Jackson, Ph.D., August, 2000 Project Information: This document was prepared as a part of the Texas Historic Bridges Recording Project II performed during the summer of 2000 by the Historic American Engineering Record (HAER). The project was sponsored by the Texas Department of Transportation (TxDOT), Environmental Affairs Division. aJLaa—uj.fr — jJ*-i- . TRINITY RIVER BRIDGE HAERNo.TX-88 (Page2) INTRODUCTION The Trinity River Bridge was built by the Texas Highway Department in 1932 as part of a plan to improve an approximately two-mile section of State Highway (S.H.) 10 (now identified as U.S. 377) between Fort Worth and the intersection of S. H. 10 and S. H. 121, just west of the small community of Birdville. This highway was an extension of East Belknap Street in Fort Worth and connected the central business district with the suburb of Riverside, and with Tarrant County communities of Keller (on S. H. 10) and Grapevine (on S. H. 121). Civic leaders in Riverside had sought construction of this highway for many years prior to annexation of the community by Fort Worth in 1922.1 In addition to desiring a better connection with Riverside, Tarrant County officials and Fort Worth civic leaders wished to accommodate an increase in traffic from Denton and points north on S.H. 10, and from Dallas and points east by way of S. H. 121. It was not until about 1930, however, that the city of Fort Worth began condemnation of the right-of-way necessary for construction of a bridge across the river. Improvement of S. H. 10, along with completion of the Trinity River Bridge in 1932 and the nearby Belknap Street Viaduct in 1934, helped make East Belknap Street a major eastern entrance to Fort Worth. At the time the bridge was built, the Fort Worth city limits ran along the east bank of the West Fork of the Trinity River. The part of the river to be spanned by the bridge, and a part of S.H. 10 located west of the river, was therefore outside of city limits. This configuration resulted from the annexation of Riverside, which did not include a portion of the county between Riverside and Fort Worth. The project planners originally assumed that federal funds would be available to cover some of the bridge construction costs. But an amendment to the Federal Highway Act, Section 4, passed 21 May 1928, prohibited the expenditure of federal funds for any bridge within or partially within the city limits of any municipality having a population greater than 30,000, as shown by the latest available federal or state census. Since the 1930 decennial census provided a population of 163,447 for Fort Worth, and the west end of the bridge would be in the city limits, the bridge was not eligible for federal funds. Therefore, the bridge construction project was re- designated State Project 977-E, after having been originally designated Federal Aid Project 591- B. Specific information on the bridge, unless otherwise noted, has been taken from the original plans and microfilmed project correspondence files, Texas Department of Transportation, Records Management Division, Metropolitan Warehouse, Metropolitan Drive, Austin, Tex. Additional general information regarding the history of Fort Worth, Riverside, and the Tarrant County highway system, has been taken from Tarrant County Historic Resources Survey: Upper North, Northeast, East, Far South, and Far West (Fort Worth: Historic Preservation Council for Tarrant County, Texas, 1989), and from Janet Schmelzer, Fort Worth, Texas, in New Handbook of Texas, vol. 2 (Austin, Tex.: Texas State Historical Association, 1996), 1122-24. **£!*»& sjL_ _ ■*'■■£ Bs-.^M^.J.-l^il^J'^: TRINITY RIVER BRIDGE HAERNo.TX-88 (Page 3) TRINITY RIVER BRIDGE The bridge consists, from west to east, of one 41'-3" girder span, five 42*-6" girder spans, one 39'-8" cantilever anchor arm, one 85*-0" cantilever center span, another 39'-8" cantilever anchor arm, six 42'-6" girder spans, and one 4.r-3" girder span. It is approximately 717' long, approximately 53' wide, carries a roadway that is 40'-0" wide, and has two sidewalks, each 5'-0" wide. All of the non-cantilevered girders are slightly haunched at the points of support on the ends, providing visual support to the curves of the cantilevered girders. The superstructure rests on concrete four-column bents that feature pointed arch openings, except for the two piers flanking the river channel, which have closed pointed arch indentations. The pointed arch motif is continued in the decorative concrete railing, which is composed of concrete panels segmented by pyramid-capped concrete posts and pedestals. These embellishments, along with the highly ornamental light standards originally installed, reflect the desire of the highway department to construct an structure that would be visually pleasing. A special type of expansion joint was used for the 42'-6" girder spans that required one of the 1/4" connecting plates to be made out of a metal known as Nirosta or Rezistal KA-2, a particular type of chrome nickel steel. The Crucible Steel Company of America, located in New York City, manufactured this product and sold it through a local representative. This company was probably the successor to the American Tool Steel Company of New York, which manufactured the crucible steel used for the ribbed arches of the Eads Bridge in St. Louis (1874), the first bridge in America in which significant amounts of steel were used. Because the bridge was constructed in the floodplain of the Trinity River, forty-eight precast concrete piles, each about 16 square, had to be driven under each abutment, and approximately twenty-four precast concrete piles, either 14" or 16" square, had to be driven under each bent. Prior to construction it was assumed that the piles driven on the west side of the river would have to be approximately 30' long, and the piles driven on the east side of the river would have to be from 33' to 40* long. During erection, however, it was determined that the piles would have to be driven considerably deeper than first thought. It also became necessary to use open caissons to sink the foundations of the piers supporting the main channel span. The design of the bridge was patterned after the approximately 486* long West Fork Trinity River Bridge at S. H. 199 (Jacksboro Highway) in Fort Worth, also known as the Northwest Highway Bridge (also known as the Henderson Street Bridge). Completed by the Texas Highway Department in 1931, this reinforced concrete cantilever bridge utilized the same rail design as the Trinity River Bridge, but featured rounded arch bents and piers instead of the pointed arch motif used in the latter structure. The Texas Highway Department first used the cantilevered concrete girder design in 1922 K i?*mlrjflf.im. i ^flr<rin&" !** <*IU*^^ILM&, &a**k *jj&L. „ ■jfcfeR-imAtti-rf'ih^&ii TRINITY RIVER BRIDGE HAERNo.TX-88 (Page 4 ) for the East Navidad River Bridge on S. H. 3 (Old Spanish Trail) in Fayette County. Designed by bridge division engineer A. T. Granger, the approximately 200* long structure featured a center span about 70' in length, flanked on each side by curved anchor arms. The U.S. Bureau of Public Roads was so concerned about use of this novel design that they sent Chief Bridge Engineer George G. Wickline a four-page letter containing suggestions for design modifications and methodology of construction.2 The following year, the cantilever girder design was once again employed for the approximately 500' long J. G. (Pat) Murphy Bridge over the North Concho River on S.H. 7 in Tom Green County. Under the supervision of Wickline, the bridge division designed this bridge with a main span approximately 100' in length.3 The Northwest Highway and Trinity River bridges in Fort Worth were apparently the last use of this design type by the Texas Highway Department, as no others have been identified. The advantage of this design was that it allowed a greater clearance between the lower portion of the span and the high water mark of the river than would be possible through use of a simple girder of equal length, given the same roadway grade.4 Obtaining a certain minimum clearance was particularly important on the Trinity River, long considered to be potentially navigable by Dallas and Fort Worth area boosters. George G. Wickline, a native Texan who graduated from the civil engineering program of the University of Texas in 1904, designed the Trinity River Bridge.
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